U.S. patent number 10,800,470 [Application Number 16/034,864] was granted by the patent office on 2020-10-13 for modular frame assembly for a vehicle and vehicle having same.
This patent grant is currently assigned to Honda Motor Co., Ltd.. The grantee listed for this patent is Honda Motor Co., Ltd.. Invention is credited to Travis Barkey, Dustin L. Hinders, Dakota D. Kirtland, AshaLatha Papa, Robert T. Wilson, III.
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United States Patent |
10,800,470 |
Barkey , et al. |
October 13, 2020 |
Modular frame assembly for a vehicle and vehicle having same
Abstract
A frame assembly for a vehicle can include a fixed frame
assembly, a removable frame assembly and a bracket. The fixed frame
assembly can include a rear frame member extending along a
longitudinal direction of the vehicle. The removable frame assembly
can be selectively removed and attached to the fixed frame
assembly. The removable frame assembly can include a tubular frame
member extending along the rear end of the fixed frame assembly,
and can be configured to deform in a predictable and predetermined
controlled manner if a load or kinetic energy input to the tubular
frame member is greater than a first predetermined threshold. The
bracket can be connected to the tubular member and the rear frame
member, and the bracket can be configured to deform in a
predictable and predetermined controlled manner if a load or
kinetic energy input to the bracket is greater than a second
predetermined threshold.
Inventors: |
Barkey; Travis (Dublin, OH),
Wilson, III; Robert T. (Delaware, OH), Hinders; Dustin
L. (Lakeview, OH), Kirtland; Dakota D. (Dublin, OH),
Papa; AshaLatha (San Pedro, CA) |
Applicant: |
Name |
City |
State |
Country |
Type |
Honda Motor Co., Ltd. |
Tokyo |
N/A |
JP |
|
|
Assignee: |
Honda Motor Co., Ltd. (Tokyo,
JP)
|
Family
ID: |
1000005111312 |
Appl.
No.: |
16/034,864 |
Filed: |
July 13, 2018 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20200017153 A1 |
Jan 16, 2020 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B62D
23/005 (20130101); B62D 63/025 (20130101); B62D
21/183 (20130101); B62D 21/12 (20130101); B62D
21/14 (20130101); B60G 15/067 (20130101); B60R
21/13 (20130101) |
Current International
Class: |
B62D
63/02 (20060101); B62D 21/12 (20060101); B62D
23/00 (20060101); B62D 21/18 (20060101); B60R
21/13 (20060101); B60G 15/06 (20060101); B62D
21/14 (20060101) |
Field of
Search: |
;296/29,205
;293/133 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Condra; Darlene P
Attorney, Agent or Firm: American Honda Motor Co., Inc.
Burke; Gregory J.
Claims
What is claimed is:
1. A frame assembly for a vehicle comprising: a fixed frame
assembly including a rear frame member extending along a
longitudinal direction of the vehicle and ending at a rear end of
the fixed frame assembly; a removable frame assembly configured to
be selectively removed and attached to the fixed frame assembly,
the removable frame assembly includes a tubular frame member
extending along the rear end of the fixed frame assembly, and the
tubular frame member is configured to deform in a predetermined
controlled manner if a load or kinetic energy input to the tubular
frame member is greater than a first predetermined threshold; and a
bracket connected to each of the tubular member and the rear frame
member, and the bracket is configured to deform in a predetermined
controlled manner if a load or kinetic energy input to the bracket
is greater than a second predetermined threshold, the bracket
including a base connected to the rear frame member and at least
one arm connected to and extending away from the base, the at least
one arm connected to the tubular frame member, the arm extending
from the tubular frame member to the rear frame member along a
vertical direction of the vehicle such that the base is located at
a position along the vertical direction of the vehicle that is
spaced above the tubular frame member.
2. The frame assembly according to claim 1, wherein the arm extends
along each of the longitudinal direction of the vehicle and the
vertical direction of the vehicle.
3. The frame assembly according to claim 2, wherein the bracket
further includes a second base and an arm extending from the
tubular frame member to the second base along a vertical direction
of the vehicle such that the second base is located at a position
along the vertical direction of the vehicle that is spaced below
the tubular frame member.
4. The frame assembly according to claim 1, wherein the fixed frame
assembly further includes a second bracket connected to and
extending away from the rear frame member, and the second bracket
is connected to the bracket.
5. The frame assembly according to claim 1, wherein the fixed frame
assembly further includes a second bracket connected to and
extending away from the rear frame member, and the frame assembly
further comprises a threaded fastener assembly that passes through
each of the bracket and the second bracket and selectively and
removably connects the bracket to the second bracket.
6. The frames assembly according to claim 1, wherein the at least
one arm of the bracket includes a pair of arms, and the arms of the
pair are spaced apart from each other in a transverse direction of
the vehicle.
7. The frame assembly according to claim 1, wherein the at least
one arm of the bracket includes a pair of arms, first ends of the
arms of the pair are spaced apart in a transverse direction of the
vehicle by a first distance, and second ends of the arms are spaced
apart in the transverse direction of the vehicle by a second
distance that is greater than the first distance.
8. The rear frame assembly according to claim 1, wherein the
tubular frame member has a circular cross-sectional shape and
extends along a transverse direction of the vehicle.
9. A modular frame assembly for a vehicle comprising: a fixed frame
assembly including a plurality of frame members fixed in a
predetermined spatial relationship to each other, the plurality of
frame members including at least a pair of rear frame members fixed
relative to each other and extending along a longitudinal direction
of the vehicle; a removable frame assembly configured to be
selectively removable and attachable to the fixed frame assembly at
a plurality of predetermined locations on the fixed frame assembly,
the removable frame assembly includes a tubular member configured
to deform in a predetermined controlled manner if a load or kinetic
energy input to the tubular member is greater than a first
predetermined threshold; and a pair of brackets, each of the
brackets is connected to the tubular member and a respective one of
the rear frame members, and each of the brackets is configured to
deform in a predetermined controlled manner if a load or kinetic
energy input to the respective one of the brackets is greater than
a second predetermined threshold, each of the brackets including
first and second bases spaced apart from each other and first and
second sets of arms, each arm of the first set having a first end
connected to the first base and an opposite second end connected to
the tubular member, each arm of the second set having a first end
connected to the second base and an opposite second end connected
to the tubular member, the sets of arms configured such that the
first and second bases are substantially equidistant from the
tubular member.
10. The modular frame assembly according to claim 9, wherein the
first set of arms includes a pair of first arms connected to and
extending from each of the first base and the tubular frame member,
and the second set of arms includes a pair of second arms connected
to and extending from each of the second base and the tubular frame
member.
11. The modular frame assembly according to claim 10, wherein the
first base is spaced away from the second base by a first distance
along a vertical direction of the vehicle, and each of the second
ends of the first arms is spaced away from a respective one of the
second ends of the second arms by a second distance along a
vertical direction of the vehicle, and the second distance is less
than the first distance.
12. The modular frame assembly according to claim 10, wherein each
of the brackets further includes, a first bridge member connecting
to and extending from each of a first one of the first arms and a
first one of the second arms, and a second bridge member connecting
to and extending from each of a second one of the first arms and a
second one of the second arms.
13. The modular frame assembly according to claim 12, wherein each
of the first and second bridge members is connected to and abuts
the tubular frame member.
14. The modular frame assembly according to claim 9, wherein the
fixed frame assembly further includes, a pair of second brackets,
each of the second brackets is connected to and extends away from a
respective one of the rear frame members, and each of the second
brackets is connected to a respective one of the first bases, and a
pair of third brackets, each of the third brackets is connected to
and extends away from a respective one of the rear frame members,
and each of the third brackets is connected to a respective one of
the second bases.
15. The modular frame assembly according to claim 14, wherein each
of the second brackets is spaced away from a respective one of the
third brackets.
16. The modular frame assembly according to claim 14, wherein each
of the second brackets extends away from the respective one of the
rear frame members in a first direction, and each of the third
brackets extends away from the respective one of the rear frame
members in a second direction that is opposite to the first
direction.
17. An all-terrain vehicle comprising: a fixed frame assembly
including, a main frame assembly including a plurality of main
frame members connected together to define a first portion of a
passenger compartment, each of a pair of the main frame members
includes a main frame joint member, a front frame assembly
configured to support a front suspension and wheel assembly and
connected to a front end of the main frame assembly, and a rear
frame assembly configured to support a front suspension and wheel
assembly and connected to a rear end of the main frame assembly
such that the main frame assembly is located between the front
frame assembly and the rear frame assembly, and the rear frame
assembly includes, a pair of rear frame members extending away from
the main frame assembly along a longitudinal direction of the
vehicle and spaced apart in a transverse direction of the vehicle,
and a pair of first brackets, each of the first brackets is
connected to and extends from a respective one of the rear frame
members; and a removable frame assembly configured to define a
second portion of the passenger compartment, and including, a pair
of first removable frame members extending along the longitudinal
direction of the vehicle and spaced apart from each other in the
transverse direction of the vehicle, a pair of second removable
frame members, each of the second removable frame members is
connected to a respective one of the first removable frame members,
and each of the second removable frame members includes a removable
frame joint member selectively and removably connected to a
respective one of the main frame joint members, a tubular frame
member connected to and extending from each of the first removable
frame members along the transverse direction of the vehicle, and
the tubular frame member configured to deform in a predetermined
controlled manner if a load or kinetic energy input to the tubular
frame member is greater than a first predetermined threshold, and a
pair of second brackets connected to and extending away from the
tubular member along the longitudinal direction of the vehicle,
each of the second brackets is selectively and removably connected
to a respective one of the first brackets, and each of the second
brackets is configured to deform in a predetermined controlled
manner if a load or kinetic energy input to a respective one of the
brackets is greater than a second predetermined threshold.
18. The all-terrain vehicle according to claim 17, wherein each of
the second brackets includes, a base connect to the respective one
of the first brackets, and a pair of arms spaced apart in the
transverse direction of the vehicle, each of the arms includes a
first end connected to the base and a second end connected to the
tubular member, the first ends of the arms are spaced apart in the
transverse direction by a first distance, each of the arms deform
in a predetermined manner to form a bent part that is spaced away
from each of the first and second ends if a load or kinetic energy
input to the tubular member is greater than the second
predetermined threshold, and the bent parts are spaced apart by a
second distance in the transverse direction that is greater than
the first distance.
Description
BACKGROUND
The disclosed subject matter relates to a vehicle and a modular
frame assembly for the vehicle. More particularly, the disclosed
subject matter relates to methods and apparatus that enhance load
and energy management performance upon application of external
loads and stresses, such as this that may occur during off-road
travel over uneven terrain.
Vehicles, such as but not limited to all-terrain vehicles, can be
subjected to relatively large load and/or energy inputs to the
frame assembly due to the unevenness of the terrain across which
the vehicle is travelling. An all-terrain vehicle can include a
generally rigid frame assembly that is designed to withstand the
load and energy inputs transmitted from the wheels and through the
suspension components during travel over the uneven terrain. For
example, space constraints and off-road durability may make it
beneficial to provide very stiff portions of the vehicle frame that
are spaced from the passenger area, such as but not limited to
frame structures around the front suspension components, rear
suspension components and/or powertrain components.
SUMMARY
Some embodiments are directed to a frame assembly for a vehicle
that can include a fixed frame assembly, a removable frame
assembly, and a bracket. The fixed frame assembly can include a
rear frame member extending along a longitudinal direction of the
vehicle and ending at a rear end of the fixed frame assembly. The
removable frame assembly can be configured to be selectively
removed and attached to the fixed frame assembly. The removable
frame assembly can include a tubular frame member extending along
the rear end of the fixed frame assembly. The tubular frame member
can be configured to deform in a predetermined controlled manner if
a load or kinetic energy input to the tubular frame member is
greater than a first predetermined threshold. The bracket can be
connected to each of the tubular member and the rear frame member.
The bracket can be configured to deform in a predetermined
controlled manner if a load or kinetic energy input to the bracket
is greater than a second predetermined threshold.
Some embodiments are directed to a modular frame assembly for a
vehicle that can include a fixed frame assembly, a removable frame
assembly, and a pair of brackets. The fixed frame assembly can
include a plurality of frame members fixed in a predetermined
spatial relationship to each other. The plurality of frame members
can include at least a pair of rear frame members fixed relative to
each other and extending along a longitudinal direction of the
vehicle. The removable frame assembly can be configured to be
selectively removable and attachable to the fixed frame assembly at
a plurality of predetermined locations on the fixed frame assembly.
The removable frame assembly can include a tubular member
configured to deform in a predetermined controlled manner if a load
or kinetic energy input to the tubular member is greater than a
first predetermined threshold. Each of the brackets can be
connected to the tubular member and a respective one of the rear
frame members. Each of the brackets can be configured to deform in
a predetermined controlled manner if a load or kinetic energy input
to the respective one of the brackets is greater than a second
predetermined threshold.
Some embodiments are directed an all-terrain vehicle that can
include a fixed frame assembly and a removable frame assembly. The
fixed frame assembly can include a main frame assembly, a front
frame assembly, and a rear frame assembly. The main frame assembly
can include a plurality of main frame members connected together to
define a first portion of a passenger compartment. Each of a pair
of the main frame members includes a main frame joint member. The
front frame assembly can be configured to support a front
suspension and wheel assembly and connected to a front end of the
main frame assembly. The rear frame assembly can be configured to
support a rear suspension and wheel assembly and connected to a
rear end of the main frame assembly such that the main frame
assembly is located between the front frame assembly and the rear
frame assembly, and the rear frame assembly can include a pair of
rear frame members and a pair of first brackets. The rear frame
members can extend away from the main frame assembly along a
longitudinal direction of the vehicle and spaced apart in a
transverse direction of the vehicle. Each of the first brackets can
be connected to and extends from a respective one of the rear frame
members. The removable frame assembly can be configured to define a
second portion of he passenger compartment. The removable frame
assembly can include a pair of first removable frame members, a
pair of second removable frame members, a tubular frame member, and
a pair of second brackets. The first removable frame members can
extend along the longitudinal direction of the vehicle and can be
spaced apart from each other in the transverse direction of the
vehicle Each of the second removable frame members can be connected
to a respective one of the first removable frame members. Each of
the second removable frame members can include a removable frame
joint member selectively and can be removably connected to a
respective one of the main frame joint members. The tubular frame
member can be connected to and can extend from each of the first
removable frame members along the transverse direction of the
vehicle. The tubular frame member can be configured to deform in a
predetermined controlled manner if a load or kinetic energy input
to the tubular frame member is greater than a first predetermined
threshold. The second brackets can be connected to and can extend
away from the tubular member along the longitudinal direction of
the vehicle. Each of the second brackets can be selectively and
removably connected to a respective one of the first brackets. Each
of the second brackets can be configured to deform in a
predetermined controlled manner if a load or kinetic energy input
to a respective one of the brackets is greater than a second
predetermined threshold.
BRIEF DESCRIPTION OF THE DRAWINGS
The disclosed subject matter of the present application will now be
described in more detail with reference to exemplary embodiments of
the apparatus and method, given by way of example, and with
reference to the accompanying drawings, in which:
FIG. 1 is a perspective view of a vehicle made in accordance with
principles of the disclosed subject matter.
FIG. 2 is a perspective view of the vehicle of FIG. 1 with a
portion of the roll cage detached from the vehicle.
FIG. 3 is perspective upper front view of a frame assembly of the
vehicle of FIG. 1.
FIG. 4 is perspective lower rear view of a portion of the frame
assembly of FIG. 3.
FIG. 5 is side view of a rear portion of the frame assembly of the
vehicle of FIG. 1.
FIG. 6 is a perspective view of an enlarged portion of FIG. 5.
FIG. 7 is a perspective view of a first bracket in accordance with
the disclosed subject matter.
FIG. 8 is a top view of the first bracket of FIG. 7.
FIG. 9 is a top view of the rear portion of the frame assembly of
FIG. 5.
FIG. 10 is a top view of an enlarged portion of FIG. 9.
FIG. 11 is a top view of the enlarged portion of FIG. 9, and shows
an exemplary deformation of a portion of a cage cross member and a
pair of brackets.
DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS
A few inventive aspects of the disclosed embodiments are explained
in detail below with reference to the various figures. Exemplary
embodiments are described to illustrate the disclosed subject
matter, not to limit its scope, which is defined by the claims.
Those of ordinary skill in the art will recognize a number of
equivalent variations of the various features provided in the
description that follows.
I. Overall Vehicle
Various vehicular design factors may make it challenging to
sufficiently impede or prevent deformation of a vehicle frame
defining the passenger area upon application of significant force
inputs into the frame assembly. The stiff portions of the vehicle
frame that are spaced from the passenger area, such as but not
limited to frame structures around the front suspension components,
rear suspension components and/or powertrain components, can
transmit most of or the entire load or kinetic energy input to the
portion of the vehicle frame defining the passenger area. Typical
vehicle frame design constraints and requirements may also limit
the use of structures for managing the input load or kinetic
energy. As a result, the portion of the vehicle frame defining the
passenger area can be subject to deformation due to the input load
or kinetic energy.
It may therefore be beneficial to provide a vehicle and a frame for
the vehicle with an apparatus that addresses at least one of the
above and/or other challenges of related art vehicles. In
particular, it may be beneficial to enhance input load and energy
management performance upon application of an external load, such
as by controlling deformation of the vehicle frame and/or
mitigating energy transmission to the passenger area caused by the
input load or kinetic energy. For example, portions of the vehicle
frame assembly can be configured to absorb and transfer, in a
predetermined controlled manner, the load or kinetic energy that
originated from the input load or kinetic energy.
In some of these and/or other embodiments, the vehicle frame can be
configured to deform at portions spaced from the passenger area. In
addition, the frame can be configured with structures that can
resist deformation during routine off-road usage of the vehicle,
but that can deform in a predetermined controlled manner in
response to an input load or kinetic energy. In some of the
disclosed and/or other embodiments, the vehicle frame can be
configured to deform in the vicinity of the passenger area in a
predetermined controlled manner so that the dimensions of the
passenger area after loading can be substantially the same as the
dimensions of the passenger area prior to the input load or kinetic
energy.
In some of these and/or other embodiments, the vehicle frame can
include a rigid frame assembly that can surround the passenger
area, support the powertrain, and support the suspension and wheel
assemblies. For an all-terrain vehicle, it may be beneficial to
provide the rigid frame assembly that is more durable that a frame
assembly for a vehicle intended for use on an improved path.
However, repair and/or replacement of one or more portions of the
rigid frame assembly can be labor intensive and costly. For
example, it may be less advantageous for the performance of the
rigid frame assembly to replace a damaged section of the rigid
frame assembly as compared to replacing the entire rigid frame
section or at least a significant portion of the rigid frame
assembly that includes the damaged frame member.
It may therefore be beneficial to provide a vehicle with a frame
assembly that addresses at least one of the above and/or other
disadvantages or concerns of the related art. In particular, it may
be beneficial to utilize a frame assembly that is sufficiently
rigid to cope with load and/or energy inputs from the suspension as
the vehicle travels over uneven terrain of an unimproved path, and
that is sufficiently deformable in a predetermined controlled
manner in response to load and/or energy inputs different from
those input by the suspension. For example, it may be beneficial to
utilize a frame assembly that includes at least one deformable
frame member that can be connected to a rigid rear frame assembly
such that the deformable frame member absorbs the load of kinetic
energy without transferring the load or input energy to the frame,
or at least absorbing a portion of the load or input energy.
Further, it may be beneficial to provide a frame assembly that
includes modular components so that the cost of repair and/or
replacement of a damaged portion of the frame assembly can be
reduced. Further still, it may be beneficial to connect at least
one modular portion of the frame assembly to a rigid portion of the
frame assembly with one or more connector structures that can
deform in a predetermined and predictable manner.
FIGS. 1 and 2 are perspective views of an exemplary vehicle 10
including frame assembly 18 in accordance with the disclosed
subject matter. The vehicle 10 shown in FIGS. 1 and 2 is
specialized for use on an unimproved path or on an unmarked path,
and can be referred to as a multipurpose utility vehicle (MUV) or
as a side-by-side all-terrain vehicle (SxS, or SxS ATV).
However, the disclosed vehicle frame assembly can be used with any
vehicle that is configured for travel along any one or combination
of improved, unimproved, and unmarked paths. For example,
embodiments are intended to include or otherwise cover any type of
automobile, including a passenger car, minivan, truck, other types
of all-terrain vehicle (ATV), semi-tractor, off-highway vehicle,
etc.
The vehicle 10 can include a body 12, a pair of front wheels, 14L,
14R, a pair of rear wheels 16L, 16R, a frame assembly 18, a pair of
door assemblies 20L, 20R, and a powertrain. Portions of the frame
assembly 18 are hidden from view in FIG. 1 by the body 12 (but are
shown in FIGS. 3 and 4), and the powertrain is omitted from FIGS.
1-6 and 9 for simplicity and clarity of the drawings.
The vehicle 10 can include a pair of front seats 22L, 22R mounted
in a passenger area of the vehicle 10. The frame assembly 18 can
include a roll cage 28 configured to extend around and above the
seats 22L, 22R and the passenger area. The roll cage 28 can
cooperate with the body 12 and/or at least a portion of the frame
assembly 18 to define a pair of door openings through which a
passenger may pass in order to enter or exit the passenger area.
Referring to FIG. 2, the roll cage 28 can have a modular
construction that includes a first cage portion 28A and a second
cage portion 28B. As will be discussed in further detail below, the
modular construction of the roll cage 28 can facilitate repair
and/or replacement of the roll cage 28.
Referring to FIGS. 1 and 2, the door assemblies 20L, 20R, which
occupy the door openings, each can include a door 24 and a window
panel assembly, and can be configured to selectively open and close
access through the door openings by moving between a closed
position and a fully opened position. The window panel assemblies
are omitted from FIGS. 1 and 2 for clarity and simplicity of the
drawings. In the closed position, the door assemblies 20L, 20R, can
span the respective door openings to obstruct access to the
passenger area via the door openings. In the closed position, the
front portion of each door assembly 20L, 20R can be latched to the
roll cage 28. The fully opened position can be any position where
the door assemblies 20L, 20R are pivoted away from the respective
door openings to provide substantially unobstructed access to the
passenger area via the door openings. FIGS. 1 and 2 show the door
assemblies 20L, 20R in the closed position.
The powertrain can include an internal combustion engine, one or
more electric motor(s) or a hybrid of an internal combustion engine
and one or more electric motor(s), a hydrogen engine, or other
known engine/motor. The powertrain can have the engine/motor output
axis oriented in the longitudinal direction L or in the traverse
direction T of the vehicle 10. The powertrain can be configured to
drive only the front wheels 14L, 14R, or configured to drive only
the rear wheels 16L, 16R, or configured to drive all of the wheels
14L, 14R, 16L, 16R, or configured to drive the rear wheels 16L, 16R
and selectively drive the front wheels 14L, 14R, or configured to
drive the front wheels 14L, 14 and selectively drive the rear
wheels 16L, 16R. In the exemplary embodiment of FIG. 1, the
powertrain is configured as a longitudinally oriented, rear-mounted
internal combustion engine that drives the rear wheels 16L, 16R and
selectively drives the front wheels 14L, 14R.
II. Frame Assembly
FIG. 3 is a perspective view of the frame assembly 18 of the
vehicle 10 shown in FIGS. 1 and 2, with the body 12 and all other
components, assembly(ies) and system(s) removed. FIG. 4 is a
perspective view of the frame assembly 18 of FIG. 2 with the upper
portion of the roll cage 28 and the front frame assembly 32 removed
for simplicity and clarity of the drawing. The frame assembly 18
can be configured to support the body 12, door assemblies 20L, 20R,
seats 22L, 22R, suspension components for the wheels 14L, 14R, 16L,
16R, powertrain, steering system, control pedal assemblies,
passengers and cargo items. The frame assembly 18 can be configured
to withstand various modes of operation, including operation on
unimproved paths, and can be configured to surround the passenger
area.
The frame assembly 18 can include a main frame assembly 30, a front
frame assembly 32, a front bumper assembly 34 and a rear frame
assembly 36.
The main frame assembly 30 can define the passenger area of the
vehicle 10. The main frame assembly 30 can also provide an overall
bending stiffness and torsional stiffness characteristic for the
vehicle 10 that can be advantageous for rugged terrain of an
unimproved path.
The front frame assembly 32 can be connected to the front end of
the main frame assembly 30. The front frame assembly 32 can be
configured with mounting points for the front suspension components
and any appropriate components/systems, such as but not limited to
portions of the body 12, a front final drive assembly, steering
system components, engine cooling system, headlights, etc.
The front bumper assembly 34 can be connected to the front end of
the front frame assembly 32, such that the front frame assembly 32
can be located between the front bumper assembly 34 and the main
frame assembly 30. The front bumper assembly 34 can extend beyond
the exterior of the body 12, or alternatively, one or more portions
of the body 12 can conceal the front bumper assembly 34.
The rear frame assembly 36 can be connected to the rear end of the
main frame assembly 30 such that the passenger compartment is
located between the front frame assembly 32 and the rear frame
assembly 36. The rear frame assembly 36 can be configured with
mounting points for the rear suspension components and any
appropriate components/systems, such as but not limited to portions
of the body 12, a rear final drive assembly, taillights, etc.
The main frame assembly 30, front frame assembly 32, front bumper
assembly 34 and rear frame assembly 36 can be made from any
appropriate structural element(s), such as but not limited to
tubes, beams, stampings, etc., that can provide sufficient strength
and rigidity for a vehicle passenger area. The frame assembly 18
can be formed from a single type of structural element, or
alternatively the frame member 18 can be formed from any
combination of these structural elements. The structural elements
can have any appropriate cross-sectional shape, such as but not
limited to circular, rectangular, regular polygonal, irregular
polygonal, hollow, solid, variable along the length of the
structural element, etc.
The structural elements can be formed by any appropriate process,
such as but not limited to rolling, hydroforming, bending, welding,
extruding, stamping, any combination of these processes, etc. Each
structural element of the frame assembly 18 can be formed from any
appropriate material, such as but not limited to steel, aluminum,
titanium, magnesium, plastic, fiber-reinforced plastic, carbon
fiber, ceramic, a composite formed from any combination of these
exemplary materials, etc. Each structural element of the frame
assembly 18 can be connected to each adjoining structural element
in any appropriate manner, such as but not limited to mechanical
fasteners, welding, adhesive, any combination thereof, etc.
A. Front Frame Assembly
Referring to FIG. 3, the front frame assembly 32 can be connected
to the first lower cross member 40 and each of the first cage side
members 62 of the main frame assembly 30. The front frame assembly
32 can include the front bumper assembly 34, a pair of front lower
members 74L, 74R, a pair of first front members 76L, 76R, a pair of
second front members 78L, 78R, a pair of intermediate members 80L,
80R and a transverse frame assembly 82. The frame members 76L, 76R,
78L, 78R, 80L, 80R, 82 can be connected together to form a fixed
frame assembly in which selective removal and attachment is not
intended. That is, the frame members 76L, 76R, 78L, 78R, 80L, 80R,
82 are intended remain fixed to each other unless a destructive
process such as but not limited to sawing, cutting, crushing,
ripping, melting, etc., is applied to the fixed frame assembly. In
contrast, at least one portion of the frame assembly 18 is intended
to be selectively removable and attachable to a remainder of the
frame assembly 18 without requiring a destructive process such as
but not limited to sawing, cutting, crushing, ripping, melting,
etc. Further details of an exemplary removable frame assembly will
be discussed below.
The front frame members 76L, 76R, 78L, 78R can be spaced apart from
each other in the transverse direction T of the vehicle 10 by a
predetermined distance sufficient to accommodate any component(s)
and/or system(s) to be supported by the front frame assembly 32.
The front frame assembly 32 can be configured to support a front
suspension and wheel assembly 90 (FIG. 1), and other components
such as but not limited to a radiator, a steering rack assembly and
a front final drive assembly. Referring to FIG. 1, the front
suspension and wheel assembly 90 can include, at least one front
suspension member 92L on each side of the front frame assembly 32,
a damper and spring assembly 94L on each side of the front frame
assembly 32, a front hub assembly on each side of the front frame
assembly 32, and the front wheels 14L, 14R. (The right-side
suspension member(s), the right-side damper and spring assembly,
the right-side wheel, and both of the front hub assemblies are
obstructed from view in FIG. 1).
In the exemplary embodiment of FIG. 3, each of the front lower
frame members 74L, 74R, the first front frame members 76L, 76R, the
second front frame members 78L, 78R are configured as hollow metal
tubes having a substantially circular cross-section. However, any
combination of the front lower frame members 74L, 74R, the first
front frame members 76L, 76R and the second front frame members
78L, 78R can be have a cross-sectional shape that is different from
a substantially circular cross-sectional shape. Further, any
combination of the front lower frame members 74L, 74R, the first
front frame members 76L, 76R and the second front frame members
78L, 78R can be formed of a material other than metal, such as but
not limited to carbon fiber, plastic, carbon fiber reinforced
plastic, ceramic, pulp, or glass fiber reinforced plastic.
Further, the front lower frame members 74L, 74R, the first front
frame members 76L, 76R, the second front frame members 78L, 78R can
be welded to each other to form the structure described above.
However, embodiments are intended to include or otherwise cover any
combination of the front lower frame members 74L, 74R, the first
front frame members 76L, 76R and the second front frame members
78L, 78R connected by threaded fasteners, adhesives, a combination
of brackets and threaded fasteners, rivets, or other known
connective structures, materials, or methods.
B. Front Bumper Assembly
The front frame assembly 32 can include the front bumper assembly
34. Referring to FIG. 3, the front bumper assembly 34 can be
connected to the front side of the first frame members 76L, 76R,
such that the first and second frame members 76L, 76R, 78L, 78R are
located between or intermediate the front bumper assembly 34 and
the main frame assembly 30. The front bumper assembly 34 can be
removably connected to the first frame members 76L, 76R in any
appropriate manner such as but not limited to threaded fasteners,
hinges, latches, rivets, etc.
The front bumper assembly 34 can be configured to deform in a
predetermined and controlled manner in response to load or kinetic
energy input to the front bumper assembly 34 that exceeds a
predetermined threshold.
C. Rear Frame Assembly
1. Fixed Frame Assembly
Referring to FIGS. 3 and 4, the rear frame assembly 36 can include
rear lower frame member 190, a first lower cross frame member 192,
a second lower cross frame member 194, a pair of bed frame members
196L, 196R, a first bed cross member 198, a second bed cross member
200, a pair of first rear frame members 202L, 202R, a pair of
second rear frame members 204L, 204R, a pair of third rear frame
members 206L, 206R, a pair of fourth rear frame members 208L, 208R,
a pair of rear connecting frame members 210L, 210R, a rear cross
frame member 212 and rear extension frame member 214. The first
rear frame members 202L, 202R and the second rear frame members can
be referred to a first upper frame members and second upper frame
members, respectively. The rear frame members 190, 192, 194, 198,
200, 202L, 202R, 204L, 204R, 206L, 206R, 208L, 208R, 210L, 210R can
be connected together to form a fixed frame assembly in which
selective removal and attachment is not intended. That is, the
frame members 190, 192, 194, 198, 200, 202L, 202R, 204L, 204R,
206L, 206R, 208L, 208R, 210L, 210R are intended remain fixed to
each other unless a destructive process such as but not limited to
sawing, cutting, crushing, ripping, melting, etc., is applied to
the fixed frame assembly. In contrast, at least one portion of the
frame assembly 18 is intended to be selectively removable and
attachable to a remainder of the frame assembly 18 without
requiring a destructive process such as but not limited to sawing,
cutting, crushing, ripping, melting, etc. Further details of an
exemplary removable frame assembly will be discussed below.
The rear frame assembly 36 can be configured to support a rear
suspension and wheel assembly 220, and other components such as but
not limited to a power source, a transmission and a rear final
drive assembly. Referring to FIGS. 1 and 2, the rear suspension and
wheel assembly 220 can include, at least one rear suspension member
230L, 230R on each side of the rear frame assembly 36, a rear
damper and spring assembly 268L, 268R on each side of the rear
frame assembly 36, a rear hub assembly 238R on each side of the
rear frame assembly 26, and the rear wheels 16L, 16R. (The
right-side damper and spring assembly 268R are obstructed from view
in FIG. 1, and the left-side rear hub assembly are obstructed from
view in FIGS. 1 and 2).
2. Exemplary Components and Layout
The rear lower frame member 190 can be connected to and can extend
away from the main frame assembly 30 in the longitudinal direction
L of the vehicle 10. The rear lower frame member 190 can have two
side portions 190L, 190R and a cross portion 190T arranged in
generally U-shaped configuration such that the cross portion 190T
extends between the side portions 190L 190R.
As shown in the exemplary embodiment of FIGS. 3 and 4, the lower
frame member 190 can be a single homogenous piece formed by bending
a hollow pipe. In accordance with the disclosed subject matter, the
lower frame member 190 can be formed from a plurality of sections
that are subsequently fastened together in any appropriate manner
such as but not limited to welding, adhesives, mechanical
fasteners, etc. The individual sections can be formed in the
desired shape by any appropriate process such as but not limited to
pipe bending, casting, forging, hydroforming, etc.
The first and second lower cross frame members 192, 194 can be
connected to and/or form the rear lower frame member 190 at
respective locations that are spaced apart in the longitudinal
direction L of the vehicle 10. The first and second lower cross
frame members 192, 194 can extend in the transverse direction T of
the vehicle 10 from each of the side portions 190L, 190R. The first
cross frame member 192 can be located between the second lower
cross member 42 and the second lower cross frame member 194.
The rear lower frame member 190 and the lower cross frame members
192, 194 can be configured to support a powertrain assembly. For
example, an exemplary powertrain can include a power source such as
but not limited to an internal combustion engine (having a single
cylinder or a plurality of cylinders), an electric motor, or a
hybrid system that includes an internal combustion engine and an
electric motor. The powertrain also can include a transmission
connected to the power source and a final drive structure. The
transmission can include various types of transmissions including a
stepped speed ratio assembly or a continuously variable speed ratio
assembly. The transmission can be configured as an automatic
transmission, a manual transmission, or a semi-automatic
transmission. The power source 218 and the transmission can be
connected to the rear lower frame member 190 in any appropriate
manner such as but not limited to brackets and mechanical
fasteners, welds, rivets, rubber mounting assembly(ies), fluid
filled mounting assembly(ies), or any combination thereof.
Referring to FIG. 4, the power source and the transmission can be
mounted on a left rail 191 and a right rail 193. The left rail 191
can be mounted to the left side portion 190L of the rear lower
frame member 190. The right rail can be mounted to each of first
lower cross member 192, the second lower cross member 194 and the
cross portion 190T of the rear lower frame member 190. The right
rail 193 can be spaced inward away from the right side portion 190R
in the transverse direction T of the vehicle 10. One or more engine
mounts can be connected between the power source 218 and each of
the rails 191, 193. The transmission can be connected to one or
both of the rails 191, 193 by one or more mounting assemblies.
However, in accordance with other embodiments of the disclosed
subject matter, the transmission can be connected to the power
source 218 and/or the final drive structure 216 such that the power
source and/or the final drive structure supports the
transmission.
Referring to FIGS. 1-4 collectively, the bed frame members 196L,
196R and the first and second cross frame members 198, 200 can form
a bed frame assembly of the vehicle 10. The body 12 can include a
cargo or storage area 15 that is mounted on the bed frame assembly.
The first rear frame members 202L, 202R, the second rear frame
members 204L, 204R, and the fourth rear frame members 208L, 208R
can support the bed frame assembly.
Each of the bed frame members 196L, 196R can be connected to and
can extend from a respective one of the first rear frame members
202L, 202R and a respective one of the second rear frame members
204L, 204R. Each of the bed frame members 196L, 196R can extend
from the respective one of the first rear frame members 202L, 202R
in the longitudinal direction L of the vehicle 10. The bed frame
members 196L, 196R can be spaced apart in the transverse direction
T of the vehicle.
The first and second bed cross members 198, 200 can be connected to
and can extend from each of the bed frame members 196L, 196R in the
transverse direction T of the vehicle 10. The first and second bed
cross members 198, 200 can be spaced apart from each other in the
longitudinal direction L of the vehicle 10.
As will be discussed in further detail below, the bed frame members
196L, 196R can be configured to support a load input by the roll
cage 28 and transfer at least a portion of the load to the main
frame assembly 30. For example, the bed frame members 196L, 196R
can be connected to the first rear frame members 202L, 202R in any
appropriate manner such as but not limited to welding, adhesives,
mechanical fasteners, etc. Further, the first rear frame members
202L, 202R can be connected to fourth cage cross member 58 of the
main frame assembly 30 in any appropriate manner such as but not
limited to welding, adhesives, mechanical fasteners, etc.
Referring to FIGS. 4-6, the rear frame assembly 36 can further
include a pair of second brackets 340L, 340R and a pair of third
brackets 342L, 342R. As will be discussed in further detail below,
the second brackets 340L, 340R and the third brackets 342L, 342R
can connect a portion of the roll cage 28 to the rear frame
assembly 36.
Each of the second brackets 340L, 340R and the third brackets 343L,
342R can be connected to and extend away from a respective one the
bed frame members 196L, 196R. Each of the bed frame members 196L,
196R can extend between a respective on of the second brackets
340L, 340R and a respective one of the third brackets 342L, 3432R.
That is, each of the second brackets 340L, 340R can be spaced away
from the third brackets 343L, 342R. Each of the second brackets
340L, 340R can extend away from the respective one of the bed frame
members 196L, 196R in a first direction, and each of the third
brackets 343L, 342R can extend away from the respective one of the
bed frame members 196L, 196R in a second direction that is opposite
to the first direction. For example, the second brackets 340L, 340R
can extend upwardly in the vertical direction V of the vehicle 10,
and the third brackets 343L, 342R extend downwardly in the vertical
direction V of the vehicle 10.
D. Main Frame Assembly
Referring to FIGS. 3 and 4, the main frame assembly 30 can define
the passenger area and can include the roll cage 28, a pair of
longitudinal members 38L, 38R and a plurality of lower cross
members 40, 42, 44, a pair of upper cross members 46, 48 and a pair
of support members 72L, 72R. The frame members 38L, 38R, 40, 42,
44, 46, 48, 72L, 72R can be connected together to form a fixed
frame assembly in which selective removal and attachment is not
intended. That is, the frame members 38L, 38R, 40, 42, 44, 46, 48,
72L, 72R are intended remain fixed to each other unless a
destructive process such as but not limited to sawing, cutting,
crushing, ripping, melting, etc., is applied to the fixed frame
assembly. In contrast, at least one portion of the roll cage 28 is
intended to be selectively removable and attachable to a remainder
of the main frame assembly 30 and the rear frame assembly 36
without requiring a destructive process such as but not limited to
sawing, cutting, crushing, ripping, melting, etc. Further details
of removable features of the roll cage 28 will be discussed
below.
The longitudinal members 38L, 38R can extend in the longitudinal
direction L of the vehicle 10, from the front of the passenger area
to the rear of the passenger area. The longitudinal members 38L,
38R can each be configured as a substantially straight, hollow beam
having a substantially rectangular cross-sectional shape.
The first through third lower cross members 40, 42, 44 can extend
in the transverse direction T of the vehicle 10, from the left
longitudinal member 38L to the right longitudinal member 38R. The
first lower cross member 40 can be slightly bent along the
longitudinal direction L near each end toward the rear of the
vehicle 10. The first lower cross member 40 can be a hollow tube
having a substantially circular cross-sectional shape. The second
and third lower cross members 42, 44 can be configured as a
substantially straight, hollow beam having a substantially
rectangular cross-sectional shape.
The first lower cross member 40 can be connected to each of the
longitudinal members 38L, 38R adjacent a respective front end of
the longitudinal members 38L, 38R. The second lower cross member 42
can be connected to each of the longitudinal members 38L, 38R
adjacent a respective rear end of the longitudinal members 38L,
38R. The third lower cross member 44 can be connected to each of
the longitudinal members 38L, 38R at a portion of the longitudinal
members 38L, 38R intermediate the front and rear ends of the
respective longitudinal members 38L, 38R. In the exemplary
embodiment of FIGS. 3 and 4, welds can connect the lower cross
members 40, 42, 44 to the longitudinal members 38L, 38R.
The first and second upper cross members 46, 48 can extend in the
transverse direction T of the vehicle 10 from the left first cage
side member 62L to the right first cage side assembly 62R. The
first upper cross member 46 can be spaced away from the second
upper cross member 48. The second upper cross member 48 can be
connected to the first cage side members 62L, 62R at a position
that is higher in the vertical direction V of the vehicle 10 than
the position at which the first upper cross member 46 is connected
to the first cage side members 62L, 62R.
The support members 72L, 72R can extend generally in the vertical
direction V of the vehicle 10 from the first upper cross member 46
to the second upper cross member 48. The support member 72L, 72R
can be spaced apart from each other in the transverse direction T
of the vehicle 10. The support members 72L, 72R can each be
configured as a hollow tube having a substantially circular
cross-sectional shape. In the exemplary embodiment of FIGS. 3 and
4, welds can connect the support members 72L, 72R to the upper
cross members 46, 48.
The upper cross members 46, 48 and the support members 72L, 72R can
be configured to support and secure a panel assembly (such as but
not limited to an instrument panel assembly), a steering assembly,
and/or a portion of the body 12 (such as but not limited to a hood
panel 13--see FIGS. 1 and 2).
1. Layout of Exemplary Roll Cage
The roll cage 28 generally defines the passenger compartment. The
roll cage 28 can extend in the longitudinal direction L of the
vehicle 10, from the front end of the passenger area to the rear
end of the passenger area. The roll cage 28 can define the limits
of the passenger area in the transverse direction T of the vehicle
10, the longitudinal direction L of the vehicle 10 and in the
vertical direction V of the vehicle 10. The roll cage 28 can be
configured to support the door assemblies 20L, 20R and any
appropriate portion(s) of the body 12, such as but not limited to
flexible side panel(s) (transparent, opaque, or a combination
thereof), rigid side panel(s), roof panel (rigid or flexible),
flexible or rigid rear panel (transparent, opaque, or a combination
thereof), etc. The roll cage 28 can be configured to resist,
impede, or minimize deformation that could be caused by a load or
kinetic energy input into the roll cage 28.
The roll cage 28 can be configured with any shape and contour that
can be advantageous to meet the structural performance and
aesthetic appeal desired for the vehicle 10. The roll cage 28 can
be formed from any appropriate number of structural elements, from
one to any number greater than one. For example, the roll cage 28
can include a plurality of cage cross members 52, 54, 56, 58, 60
and a plurality of cage side members 62L, 62R, 64L, 64R, 66L, 66R,
68L, 68R, 70L, 70R. Each of the cage members 52, 54, 56, 58, 60
62L, 62R, 64L, 64R, 66L, 66R, 68L, 68R, 70L, 70R can be configured
as a hollow tube having a substantially circular or oval
cross-section shape. The cage members 52, 54, 56, 58, 60 62L, 62R,
64L, 64R, 66L, 66R, 68L, 68R, 70L, 70R can be configured with any
appropriate elongated shape that can provide the desired
dimensionality of the passenger area and advantageously conform to
the aesthetic appearance desired for the vehicle 10. For example,
the cage members 52, 54, 56, 58, 60, 62L, 62R, 64L, 64R, 66L, 66R,
68L, 68R, 70L, 70R can be made from one or more lengths of a metal
tube. Any one of the tubular cage members 52, 54, 56, 58, 60, 62L,
62R, 64L, 64R, 66L, 66R, 68L, 68R, 70L, 70R can be bent in one or
more locations into a predetermined shape.
Each of the first cage side members 62L, 62R can be referred to as
an A-pillar. Each of the first cage side members 62L, 62R can be
connected at one end to a respective one of the longitudinal
members 38L, 38R adjacent the front end of the respective one of
the longitudinal members 38L, 38R. Each of the first cage side
members 62L, 62R can be connected to a side of the respective one
of the longitudinal members 38L, 38R that can be opposite to the
side to which the first cross member 40 is connected. The one end
of each of the first cage side members 62L, 62R can be aligned in
the transverse direction T with a respective one of ends of the
first cross member 40 that is connected to the respective one of
the longitudinal members 38L, 38R. Each of the first cage side
members 62L, 62R can extend along each of the vertical direction V,
the transverse direction T and the longitudinal direction L of the
vehicle 10.
Each of the upper cross members 46, 48 can be connected to a middle
portion of each of the first cage side members 62L, 62R.
Each of the second cage side members 64L, 64R can be referred to as
a roof rail or a top rail. Each of the second cage side members
64L, 64R can extend from and connect to a respective one of the
first cage side members 62L, 62R. Each of the second cage side
members 64L, 64R can extend from and connect to a respective one of
the fourth cage side members 68L, 68R. Each of the second cage side
members 64L, 64R can extend along at least the longitudinal
direction L of the vehicle 10.
The first cage cross member 52 can be connected to either the first
cage side members 62L, 62R or the second cage side members 64L, 64R
at a location that is adjacent to the junction of the first cage
side members 62L, 62R and the second cage side members 64L, 64R.
Alternatively, the first cage cross member 52 can be connected at
the junction of the first cage side members 62L, 62R and the second
cage side members 64L, 64R.
Each of the third cage side members 66L, 66R can be referred to as
a B-pillar. Each of the third cage side members 66L, 66R can be
connected at a first end to a respective one of the longitudinal
members 38L, 38R adjacent the rear end of the respective one of the
longitudinal members 38L, 38R. Each of the third cage side members
66L, 66R can be connected to a side of the respective one of the
longitudinal members 38L, 38R that can be opposite to the side to
which the second lower cross member 42 is connected. The one end of
each of the third cage side members 66L, 66R can be aligned in the
transverse direction T with the ends of the second cross member 42
that are connected to the longitudinal members 38L, 38R.
Each of the third cage side members 66L, 66R can be connected at a
second end to either a respective one of the second cage side
members 64L, 64R or a respective one of the fourth cage side
members 68L, 68R at a location that is adjacent to a junction of
the respective one of the second cage side members 64L, 64R and the
respective one of the fourth cage side members 68L, 68R.
Alternatively, each of the third cage side members 66L, 66R can be
connected at the second end to the junction of the respective one
of the second cage side members 64L, 64R and the respective one of
the fourth cage side members 68L, 68R.
The second cage cross member 54 can be connected to either the
second cage side members 64L, 64R, or the third cage side members
66L, 66R, or the fourth cage side members 68L, 68R at a location
that is adjacent to the junction of the second cage side members
64L, 64R, the fourth cage side members 68L, 68R. Alternatively, the
second cage side members 64L, 64R, the third cage side members 66L,
66R and the fourth cage side members 68L, 68R.
Each of the fourth cage side members 68L, 68R can be connected to
and extend away from a respective one of the second cage side
members 64L, 64R along the longitudinal direction L of the vehicle
10.
The first through fifth cage cross members 52, 54, 56, 58, 60 can
extend in the transverse direction T of the vehicle 10 from the
left side of the roll cage 28 to the right side of the roll cage
28. The cage cross members 52, 54, 56, 58, 60 can be connected to
each of to the respective pair(s) of the case side members at
respective locations spaced apart along the longitudinal direction
L of the vehicle 10. The cage cross members 52, 54, 56, 58, 60 can
be configured to maintain a predetermined spacing between the left
cage side members 62L, 64L, 66L, 68L and the right cage side
members 62R, 64R, 66R, 68R in the transverse direction T. The cage
cross members 52, 54, 56, 58, 60 can define the limits of the
passenger area in the longitudinal direction L of the vehicle 10
and the vertical direction V of the vehicle 10. The cage cross
members 52, 54, 56, 58, 60 can be configured to manage load and/or
energy inputs so that deflection of the frame assembly 18 in the
vicinity of the passenger area can be controlled in an advantageous
predetermined manner. In the exemplary embodiment of FIG. 3, the
cage cross members 52, 54, 56, 58, 60 can be connected to a
respective left-side and right-side pair of the cage side members
62L, 62R, 64L, 64R, 66L, 66R, 68L, 68R by welding.
2. Modular Construction of Exemplary Roll Cage
Referring to FIGS. 2-4 collectively, the roll cage 28 can have a
modular construction that includes a first cage module 28A, a
second cage module 28B, and a third cage module 28C.
The third cage module 28C can be connected to the longitudinal
members 38L, 38R to form a portion of the fixed frame assembly of
the main frame assembly 30. That is the frame members 38L, 38R, 40,
42, 44, 46, 48, 72L, 72R and the third cage module 28C are intended
remain fixed to each other unless a destructive process such as but
not limited to sawing, cutting, crushing, ripping, melting, etc.,
is applied to the fixed frame assembly.
In contrast, each of the first cage module 28A and the second cage
module 28B can be selectively removable and attachable to third
cage module 28C at one or more predetermined locations without
requiring a destructive process such as but not limited to sawing,
cutting, crushing, ripping, melting, etc., in order to remove
either of the first cage module or the second cage module 28B from
the third cage module 28C. FIG. 3 shows the first cage portion 28A
and second cage module 28B removed from the third cage module 28C.
Referring to FIG. 4, the second cage module 28B can be removably
connected to the first cage module 28A without requiring a
destructive process such as but not limited to sawing, cutting,
crushing, ripping, melting, etc., in order to remove the second
cage module 28B from the first cage module, or vice versa. For
example, mechanical connectors such as but not limited to threaded
fasteners, latches, clamps, etc., can connect the first cage module
28A and the second cage module 28C to each other and to the third
cage module 28C. Thus, the first cage module 28A and the second
cage module 28B, alone or in combination, can be referred to as a
removable frame assembly.
Referring to FIGS. 2-4, each of the first cage side members 62L,
62R, the second cage side members 64L, 64R and the third cage side
members 66L, 66R can be divided into respective first sections
62LA, 62RA, 64LA, 64RA, 66LA, 66RA and second sections 62LB, 62RB,
64LB, 64RB, 66LB, 66RB. The first cage module 28A can include the
second sections 62LB, 62RB of the first cage side members 62L 62R,
the first sections 64LA, 64RA of the second cage side members 64L
64R, and the first cage cross member 52. The second cage module 28B
can include the second sections 64LB, 64RB of the second cage side
members 64L, 64R, the fourth cage side members 68L, 68R, the second
cage cross member 54 and the third cage cross member 56. The third
cage module 28C can include the first sections 62LA, 62RA of first
cage side members 62L, 62R and the first sections 66LA, 66RA of the
third cage side members 66L, 66R.
Referring to FIG. 4, each of first sections 62LA, 62RA of the first
cage side members 62L, 62R can be fixed to the respective one of
the longitudinal members 38L, 38R to be part of the fixed frame
assembly of the main frame assembly 30 discussed above. Further,
each of the first sections 66LA, 66RA of the third cage side
members 66L, 66R can be fixed to the respective one of the
longitudinal members 38L, 38R to be part of the fixed frame
assembly of the main frame assembly 30 discussed above. Thus, FIG.
4 illustrates an exemplary fixed frame assembly that includes the
fixed frame assembly of the main frame assembly 30 and the fixed
frame assembly of the rear frame assembly 36.
Referring to FIG. 3, a pair of first joint assemblies 300L, 300R
can removably connect the first cage module 28A to the third cage
module 28C. Each of the first joint assemblies 300L, 300R can
include a pair of overlapping members, and a pair of threaded
fasteners that pass through each of the overlapping members and
secure the overlapping members together. FIG. 4 shows exemplary
overlapping members 306L, 306R connected to the end of a respective
one of the first sections 62LA, 62RA of the first cage side members
62L, 62R. Referring to FIGS. 3 and 4, each of the second sections
62LB, 62RB of the first cage side members 62L, 62R can include
mating overlapping portions. Thus, the first joint assemblies 300L,
300R can be referred to as lap joints.
Referring to FIG. 3, a pair of second joint assemblies 302L, 302R
can removably connect the second cage module 28B to the third cage
module 28C. Referring to FIGS. 2-4, the second joint assemblies
302L, 302R can include the same structure as described above with
respect to the first joint assemblies 300L 300R.
Referring to FIG. 3, a pair of joint assemblies 304L, 304R can
connect the first cage module 28A to the second cage module 28B.
Referring to FIGS. 2-4, the third joint assemblies 304L, 306R can
include the same structure as described above with respect to the
first joint assemblies 300L 300R.
In summary, the roll cage 28 includes three cage modules 28A, 28B,
28C, and at least a portion of each of the front frame assembly 32,
the main frame assembly 30 and the rear frame assembly 36 includes
a fixed frame assembly. Thus, the frame assembly 18 can be referred
to as a modular frame assembly that includes a fixed frame
assembly, such as but not limited to the rear frame assembly 36,
and a removable frame assembly, such as but not limited to the
second cage module 28B.
3. Load and Kinetic Energy Management
Referring to FIGS. 1-3, the third cage cross member 56 can be
located outside of the passenger compartment. Thus, deformation of
the third cage cross member 56 caused by a load or kinetic energy
input to the third cage cross member 56 can take place outside of
the passenger compartment. That is, the third cage cross member 56
can be configured to deform in a predictable and predetermined
controlled manner when a load or kinetic energy is input into the
third cage cross member 56, 68L, 68R that exceeds a first
predetermined threshold without intruding into the passenger
compartment. Further, the third cage cross member 56 can be located
at a rearmost extent of the vehicle. Thus, the third rear cage
cross member 56 also can be a rear bumper member for the vehicle 10
that can absorb a predetermined load or kinetic energy without
transferring the load or kinetic energy to the rear frame assembly
36, or can at least reduce the load or kinetic energy that is
transferred to the rear frame assembly 36.
Further, the third cage cross member 56 can be connected to the
fixed frame assembly provided by the rear frame assembly 36 and/or
the main frame assembly 30 with at least one member that is
configured to deform in a predictable and predetermined controlled
manner when a load or kinetic energy is input into the 58, 68L, 68R
that exceeds a second predetermined threshold. The second
predetermined threshold can be the same as or different from the
first predetermined threshold of the third cage cross member 56.
Thus, the frame assembly 18 can absorb all of or at least a portion
of a load or kinetic energy input to the third cage cross member
56; thereby reducing an amount of the load or kinetic energy input
at the rear end of the vehicle 10 that is transmitted into the main
frame assembly 30.
The at least one deformable member can be configured as a bracket
that connects the third cage cross member 56 to at to a relatively
rigid portion of the rear frame assembly 36 such that the bracket
and/or the third cage cross member 56 is/are subject to deformation
before the rear frame assembly 36 is subject to deformation if a
load or kinetic energy is input to the third cage cross member 56.
The bracket can be configured to deform in a predictable and
predetermined controlled manner if a load or kinetic energy input
to the third cage cross member 56 is greater than a predetermined
threshold that is the same as or different from the predetermined
threshold for deformation of the third rear cage cross member
56.
Referring to FIGS. 5-11, the roll cage 28 can include a pair of
first brackets 308L, 308R connected to and extending away from the
third cage cross member 56 and connected to and extending away from
a respective one of the bed frame members 196L, 196R. Each of the
first brackets 308L, 308R can be configured to deform in a
predictable and predetermined controlled manner if a load or
kinetic energy input to the third cage cross member 56 is greater
than a predetermined threshold that is the same as or different
from the predetermined threshold for deformation of the third rear
cage cross member 56.
The first brackets 308L, 308R can be spaced apart from each other
in the transverse direction T of the vehicle. The first brackets
308L, 308R can be directly or indirectly connected to the third
cage cross member 56. For example, the first brackets 308L, 308R
can be connected to the third cage cross member 56 in any
appropriate manner such as but not limited to welding, adhesives,
mechanical fasteners, etc.
The first brackets 308L, 308R can be stamped of sheet metal and
bent into any appropriate shape. Alternatively, the first brackets
308L, 308R can be made from a plurality of metal parts that are
subsequently connected together. Further, the first brackets 308L,
308R can be made from a material other than metal, or a composite
of more than one material that might or might not include a
metal.
The left-side first bracket 308L can be identical to, a mirror
image of, or completely different from the right-side first bracket
308R. In the exemplary embodiment of FIGS. 5-11, the first brackets
308L, 308R can be identical to each other. Accordingly, the
following description is directed toward the right-side first
bracket 308R.
Referring to FIGS. 7 and 8, the right-side first bracket 308R can
include at least one base 310 and at least one arm 312. The first
arm 312 can include a first end 314 and a second end 316. The first
end 314 of the first arm 312 can be connected to the base 310. The
second end 316 of the first arm 312 can be connected to the third
cross cage member 56. The first arm 312 can be connected to the
first base 310 and the third cage cross member 56 in any
appropriate manner such as but not limited to welding, adhesives,
molding, stamping, bending, machining, mechanical fasteners, etc.
In the exemplary embodiment of FIGS. 5-11, the first arm 312 can be
integrally formed with the first base 310 by stamping a bending a
metal sheet. Further, the second end 316 of the first arm 312 can
be welded to the third cage cross member 56.
The first arm 312 can extend along each of the longitudinal
direction L of the vehicle 10 and a vertical direction V of the
vehicle 10. Thus, the first base 310 can be located at a position
along the vertical direction V of the vehicle 10 that is spaced
above the third cage cross member 56. (See also, FIGS. 5 and 6). As
will be discussed in further detail below, the first arm 312 can be
configured to deform in a predictable and predetermined controlled
manner if a load or kinetic energy input by the third cage cross
member 56 exceeds a predetermined threshold.
Referring to FIGS. 5 and 6, the first base 310 can be selectively
and removably connected to the second bracket 340R in any
appropriate manner that facilitates attachment and removal of the
first base 310 with a destructive process such as but not limited
to sawing, cutting, crushing, ripping, melting, etc. For example, a
threaded fastener assembly 344 can selectively and removably
connect the first base 310 to the second bracket 340R. The threaded
fastener assembly 344 can include a threaded bolt that passes
through a hole in each of the first base 310 and the second bracket
340R. The heads of the thread bolt can abut the first base 310. A
nut can be tightened onto the threaded bolt and against the second
bracket 340R. Thus, the bracket 308R can be selectively and
removably connected to the second bracket 340R.
The right-side first bracket 308R can further include a second arm
318. The second arm 314 can include a first end 320 and a second
end 322. The first end 320 of the second arm 318 can be connected
to the base 310. The second end 322 of the second arm 322 can be
connected to the third cross cage member 56. The second arm 318 can
be connected to the base 310 and the third cage cross member 56 in
any appropriate manner such as but not limited to welding,
adhesives, molding, stamping, bending, machining, mechanical
fasteners, etc. In the exemplary embodiment of FIGS. 5-11, the
second arm 318 can be integrally formed with the base 310 by
stamping a bending a metal sheet. Further, the second end 322 of
the second arm 318 can be welded to the third cage cross member
56.
The second arm 318 can extend along each of the longitudinal
direction L of the vehicle 10 and a vertical direction V of the
vehicle 10. Thus, the base 310 can be located at a position along
the vertical direction V of the vehicle 10 that is spaced above the
third cage cross member 56. (See also, FIGS. 5 and 6). As will be
discussed in further detail below, the second arm 318 can be
configured to deform in a predictable and predetermined controlled
manner if a load or kinetic energy input by the third cage cross
member 56 exceeds a predetermined threshold.
Referring to FIGS. 10 and 11, each of the third cage cross member
56 and the first brackets 308L, 308R can be configured to deform in
a predictable and predetermined controlled manner if an external
object EO inputs a load or kinetic energy into the third cage cross
member 56 that exceeds a first predetermined threshold. For
example, the third cage cross member 56 can be configured to deform
inwardly along the longitudinal direction L of the vehicle 10.
Further, each of the first and second arms 312, 318 can deform to
form a bent part 346, 348 if a load or kinetic energy input to the
bracket 308L, 308R exceeds a second predetermined threshold. The
second predetermined threshold can be the same as or different from
the first predetermined threshold set for the third cage cross
member 56. The first and second arms 312 318 can be configured to
deform into the bent parts 346, 348 such that the second ends 316
322 move toward the first ends 314, 320 and the bent parts 346, 348
form on the first and second arms 312, 318 at location that is
spaced away from the first ends 314, 320 and the second ends 316,
322.
Thus, the third cage cross member 56 and the brackets 308L, 308R
can absorb the load or kinetic energy input to the third cage cross
member 56, or at least reduce a load or kinetic energy that is
transferred to the rear frame assembly 36. Further, as shown in
FIG. 11, the predictable and predetermined controlled deformation
of the third cage cross member 56 and the first brackets 308L, 308R
is spaced away form the passenger compartment.
Referring to FIG. 7, the first bracket 308R can further include a
second base 324, a third arm 326 and a fourth arm 328. Each of the
third and fourth arms 326, 328 can include a first end and a second
end. The first ends 330, 332 of the third and fourth arms 326, 328
can be connected to the base 310. The second ends 334 of the third
and fourth arms 326, 328 can be connected to the third cross cage
member 56. (The second end of the fourth arm 328 is obstructed from
view in FIG. 7). The third and fourth arms 326, 328 can be
connected to the second base 324 and the third cage cross member 56
in any appropriate manner such as but not limited to welding,
adhesives, molding, stamping, bending, machining, mechanical
fasteners, etc. In the exemplary embodiment of FIGS. 5-11, the
third and fourth arms 326, 328 can be integrally formed with the
second base 324 by stamping a bending a metal sheet. Further, each
of the second ends 334 of the third and fourth arms 326, 328 can be
welded to the third cage cross member 56.
The third and fourth arms 326, 328 can extend along each of the
longitudinal direction L of the vehicle 10 and a vertical direction
V of the vehicle 10. Thus, the first base 310 can be located at a
position along the vertical direction V of the vehicle 10 that is
spaced below the third cage cross member 56. (See also, FIGS. 5 and
6). As will be discussed in further detail below, the third and
fourth arms 326, 328 can be configured to deform in a predictable
and predetermined controlled manner if a load or kinetic energy
input by the third cage cross member 56 exceeds a predetermined
threshold.
Referring to FIGS. 7 and 8, the second arm 318 can be spaced apart
from the first arm 312 in the transverse direction T of the
vehicle. For example, the first ends 314, 320 of the first and
second arms 312, 318 can be spaced apart by in the transverse
direction T by a first distance D1. Further, the second ends 316,
322 of the first and second arms 312, 318 can be spaced apart by in
the transverse direction T by a second distance D2 that is greater
than the first distance D1. The third and fourth arms 326, 328 can
be arranged in the same manner as the first and second arms 312,
318.
Referring to FIGS. 5-7, the first and second arms 312, 318 extend
away from the third cage cross member 56 in a direction along the
vertical direction V of the vehicle 10 that is opposite to the
direction in which the third and fourth arms 326, 328 extend away
from the third cage cross member 56. That is, the second base 324
is spaced away from the first base 310 in the vertical direction V
of the vehicle 10. Referring to FIG. 7, the first and second bases
310, 324 are spaced apart in the vertical direction V of the
vehicle 10 by a first distance D3. Further the second ends 316, 322
of the first and second arms 312, 318 are space apart in the
vertical direction V of the vehicle 10 from the second ends 334 of
the third and fourth arms 326, 328 by a second distance D4 that is
less than the first distance D3.
A threaded fastener assembly (such as threaded fastener assembly
344) can selectively and removably connect the second base 324 to
the third bracket 342R. Each of the second base 324 and the third
bracket 342R can include a hole through which the threaded fastener
assembly passes.
The first bracket 308R can further include a first bridge member
336 and a second bridge member 338. The first bridge member 336 can
be connected to and extend from each of the first arm 312 and the
third arm 326. The second bridge member 338 can be connected to and
extend from each of the second arm 318 and the fourth arm 328. Each
of the first and second bridge members 336, 338 can be connected to
and abut the third cage cross member 56.
The third and fourth arms 326, 328 can be configured to form a
respective bent part in the manner described above with respect to
the first and second arms 312, 318. Thus, the third and fourth arms
326, 328 can decrease the load or kinetic energy that can be
transferred to the rear frame assembly 36.
VI. Alternative Embodiments
While certain embodiments of the invention are described above, and
FIGS. 1-11 disclose a best mode for practicing the various
inventive aspects, it should be understood that the invention can
be embodied and configured in many different ways without departing
from the spirit and scope of the invention.
For example, embodiments are disclosed above in the context of a
vehicle 10 shown in FIG. 1. However, embodiments are intended to
include or otherwise cover any type of vehicle disclosed above. For
example, exemplary embodiments are intended to include or otherwise
cover any type of vehicle that can travel on an improved surface
such as but not limited to a paved road.
Exemplary embodiments are intended to include or otherwise cover
any type of rear frame assembly 36. In other words, exemplary
embodiments are intended to cover any application of frame assembly
that can sustain load or kinetic energy inputs to a tubular frame
member. For example, the number of first brackets 308L, 308R can be
increased or decreased in order to achieve the desired load or
energy attenuation. Further, the first brackets 308L, 30* can be
connected to a different part of the rear frame assembly 36 based
on packaging, ease of assembly, ease or repair and/or replacement
targets etc.
Exemplary embodiments are intended to include or otherwise cover a
tubular frame member connected to the brackets 308L, 308R that is
not a component of the roll cage 28.
Exemplary embodiments are intended to include any appropriate shape
for each of the front or rear frame members, including different
cross-sectional shapes, hollow or solid shapes, etc.
Exemplary embodiments are intended to include or otherwise cover
any appropriate shape of the roll cage 28.
While the subject matter has been described in detail with
reference to exemplary embodiments thereof, it will be apparent to
one skilled in the art that various changes can be made, and
equivalents employed, without departing from the scope of the
invention. All related art references discussed in the above
Description of the Related Art section are hereby incorporated by
reference in their entirety.
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